Body construction



Oct. 6, 1931. A. A. cRlPPs 1,326,125

BODY CONSTRUCTION Filed July 2, 1928 4 Sheets-Sheet l nuznkm Oct. 6, 1931. A. A. CRlPPS BODY CONSTRUCTION Filed July 2, 1928 4 Sheets-Sheet 2 &

Oct. 6, 1931. A, A. CRIPPS BODY CONSTRUCTION Filed July 2, 1928 4 Sheets-Sheet 5 ll lllllull 3 flMert/Z. an??? Oct. 6, 1931. A. A. CRIPPS 1,826,125

BODY CONSTRUCTION Filed July 2, 1928 4 Shets-Sheet 4 attenua e Patented Oct. 6, 1931 UNITE STATES E A'LE'ENT QFFICE ALBERT A. CRIPPS, OF DETROIT, MICHIGAN, ASSIGNOR, BY MESN'E ASSIGNMENTS, TO

CHRYSLER CORPORATION, A CORPORATION OF DELAWARE BODY CONSTRUCTION Application filed July 2, 1928. Serial No. 289,889.

This invention relates generally to the framework of motor vehicles and the like and refers more particularly to the sill frame assembly thereof whereby the body sill and chassis frame are combined into one unit or silll One of the essential objects of the invention is to provide a body structure in which one set of sill frame members is substituted for the usual body sill and chassis frame members.

Another object is to provide sectional sill members wherein the respective sections of each sill reinforce and strengthen each other and in which one section of each sill member constitutes a direct means of attachment for the body framework.

A further object is to provide an arrangement wherein one of the sill frame sections also constitutes an apron for the vehicle.

lVith the above and other objects inview, the invention consists in certain novel features of construction, combinations and arrangements of parts as will be more fully described and particularly pointed out in the appended claims.

In the drawings:

Figure 1 is a side elevation of the composite body construction made in accordance with the present invention;

Figure 2 is a side elevation of a center pillar and its connection to the vehicle frame;

Figure 3 is a section taken on line 33 of Figure 2;

Figure 4 is a section taken on line 4-4 of Figure 3;

Figure 5 is a side elevation of the lower portion of the cowl and its connection to the vehicle frame;

Figure 6 is a section taken on line 66 of Figure 5;

Figure 7 is a section taken on line 7-7 of Figure 5;

Figure 8 is a side elevation of the rear quarter section of the body;

Figure 9 is a section taken on line 9-9 of Figure 8 Figure 10 is a section taken on line 1010 of Figure 8;

Figure 11 is a section taken of Figure 8.

Referring now to the drawings and par ticularly to Figure 1, the numeral 1 desigon line 11-11 nates generally the side of a motor vehicle stitutes an apron having its lower portion exposed to view and finished for this purpose. The auxiliary sill is relatively thick in cross section as compared with the main sill and is mounted upon the upper portion of the main sill, a layer of anti-squeak material 4 being interposed between the sills as shown in Figure 3. In this latter figure there is disclosed a central wooden pillar 5 having its rear face provided with a longitudinal pocket 6 for receiving a flat pillar iron 7, the lower end of which is formed into a yoke 8 having portions 9 and 10 respectively secured to the legs of the auxiliary sill 3. While any suit-able fastening means may be employed for securing the iron to the pillar, in the present instance I utilize both wood screws 11 and bolts 12, the bolts passing through the iron and pillar and having their end portions projecting into re cesses 13 where they are threadedly engaged by nuts 14. The lower end of the pillar terminates above the portion 10 of the yoke and is adapted to rest upon a finish strip 15, the rear face of which is slotted to receive the portion 10 of the yoke. This strip is secured to the sill 3 by a bolt and nut arrangement similar to that described above, one of the bolts 16 in this instance passing through the portion 10 of the yoke and forming a secure connection between the auxiliary sill, iron and strip. Any suitable means such as the rivets 17 are provided for securing; the portion 9 to the transverse leg oil the sill 3. Preferably the pillar and strip ar enclosed in metallic casings l8 and 19 respectively which conceal the fastening means trom view and also give the desired finish to tl portion of the body.

As shown, the frame 2 and sill 3 are bolted together by the fastening m ans 20 and the horizontal leg 21 ot the sill, 3 terminates flush with the upper edge of the main sill or frame member 2. Preferably a floor lusts-d supporting member 22 extends longitudinally oi the two sills and has an edge portion thereof clamped between the 21 and the upper edge of the main sill.

Referring now to Figures 5 to 7 there is disclosed the means tor securing the lower end of the cowl 31 to the forward portion of the sills 2 and 3. As in the other views, the upper part of the main sill or trame memher is secured to the an- .iary sill and separated therefrom by the anti-squeak nia- The cowl comp es spaced inner \,li\,

terial l. and out-er panels 23 and 2e snertively. outer panel terminating subr with the lower end of the sill 3, inner panel abuts the outer face ot and is provided at its lower end wi h return bent portion 25 receiving a nd ing the lower edge of the outer pa Figure 6, a. bolt 26 is shown extend en tirely through the panels 23, and the sills 2 and 3 and engaging; nut tor seem-el clamping all of these elements U ure 7 is a section taken at a ditiu'cnt point from that of Figure (3 and is somewhat similar thereto except that the fastening means constitutes a rivet 28 which merely secures the panels 23 and 24; to the auxil ary sill 3.

Referring to Figures 8 to ll, there is illustrated the rear quarter section of the vehicle body. In these views the rear end of the sill 3 and a rear auxiliary sill 29 are shown in overlapping engagement, the sill 29 also being L-shaped in cross section and ln'ivine' each of its legs riveted to the legs of the sill 3. The sill 29 is curved upwardly and rearwardly as shown in Figure 8 and supports a relatively thick sheet metal member 30, this member being curved outwardly to constitute a portion of a wheel housing); and fender support and having a lower inturned flange 31 resting upon and riveted to the sill 29.

The upper portion of the member is formed into a strap 32 which secured to the lower portion of a rear pillar this pillar terminating above the sills 2 and and merging into a curved pillar section 34. The strap 32 is also continued and merged into a flange 35 of the member 30 constituting a supporting flange tor the curved pillar section 34. Preterably the member 30 is covered by a thin sheet metal panel 36 which is extended rearwardly beyond the member, the

together. Fig

torward end portion of this panel concealing the curved pillar section 34; and constituting a. linish strip 37. The lower edge of the panel is flanged as at 38 and is inserted between the sill 29 and flange 31 of the member 30 where it is secured in place by the same rivets which secure these elements together.

lVhile in the present instance my sill assembly is shown in connection with a closed body oi the tour door sedan type, it will be apparent that it is not limited to this one particular type ot body but can be adapted for use with any desired type of body construe tion and that such changes may be resorted to when desired as tall within the scope of what is claimed.

hat I claim as my invention is:

1. ln a vehicle framework, the combination with a main sill substantially channelshape in cross section, of an auxiliary still substantially inverted L-shape in cross section secured to said main sill and forming therewith a cha sis framework, a pillar, and means for connecting said pillar to the auxiliary sill including a pillar iron secured to the pillar and provided with a yoke at its lower end having portions secured to the legs of said auxiliary sill.

In a vehicle framework, the combination with a sill substantially inverted L-shape in cross section, a pillar, a pillar iron secured to said pillar and provided with a yoke at its lower end having portions engaging the legs of said sill, and a. linish strip extending longu tudinally of said sill and engaging portions of said pillar and yoke respectively.

3. In a vehicle framework, the combination with a sill substantially inverted L-shape in cross section, a pillar, a pillar iron secured to said pillar and provided with a yoke at its lower end havin portions engaging the legs of said sill, a hnish strip extendinglongitudinally ot said sill. and engaging portions of said pillar and yoke respectively, and tastoning means passing through said sill, yoke portion, and tinish strip for securing said parts together.

In testimony whereot l my signature.

ALBERT A. CRIPPS. 

